Internal-combustion engine



T. W. KLOMAN May a 1924. 1,493,080

INTERNAL COMBUSTION ENGINE Filed ggly l8 1922 INVENTOR.

I Mz /M A TTORNE Y.

Patented May 6, 1924. 2

UNITED TATES PATENT OFFICE.

INTERNAL-COMBUSTION ENGINE.

Application filed July 18, 1922. a Serial No. 575,770.

To all whom it may concern.-

Be it known that I, THEODORE VJ. KLo- MAN, a citizen of the UnitedStates, residing at Park Ridge, in the county of Bergen and State of NewJersey, have'inventeda certain new and useful Improvement in Internal-Combustion Engines, of which the following is a specification.

The invention relates to motors having a plurality of cylinders, andmore particularly to the rotary valve employed for distributing the fuelgas to the-cylinders and leading away the exhaust or spent gasestherefrom, and is based on Letters Patent granted to me December 6,1921, No. 1,399,262.

The object of the invention is to provide a valve operating in a mannersimilar to that shown and described in the above identified LettersPatent, so constructed as to induce the desired admission of gas andescape of exhaust by a slower rotary movement relatively to the rate ofrevolution of the crank shaft, and to direct the current of incoming gasin such manner as to obtain a higher degree of efliciency in utilizingthe cooling eifect of such gas in maintaining uniformity of temperaturethroughout the valve. 7

The invention consists in certain novel features and details ofconstruction by which the abovejobjects are attained, to be herein- Iports of each pair by the valve portions 15 after described and claimed.

The accompanying drawings form a part of this specification and show anapproved" form of the improved valve. 1

Figure 1 is a plan view of the valve casing, with the intake and exhaustmanifolds omitted.

Figure 2 is a vertical section through a motor having two pair ofcylinders arranged side by side and controlled by the improved valve,the plane of section being indicated by the line 22 in Figure 1, andshowing the valve in side elevation. I

Figures 3, 4, 5 and 6 are vertical section taken on the line 3-3 inFigure 2, transe versely of the valve, and showing the position of thelatter relatively to the cylinder port in the conditions of suction(Figure 3), compression (Figure 4), power (Figure 5) and exhaust (Figure6).

Similar reference numerals indicate the same parts in all the figures.

The four cylinders are marked respectively 10, 11, 12 and 13 and areshown as arranged in two pairs, side by side, and all in the same line.Shown in the drawings as located above the line of cylinders is a. valvecasing 14 having portions serving as heads for the cylinders, and boredaxially to receive thevalve which is shown as comprising two cylindricalportions 15 and 16 arranged in axial alinement and joined at theirabutting ends to rotate as one, driven by a chain, not shown, running ontho sprocket wheel 17 on the portion 15 and actuated by a sprocketwheel, not shown, on the crank shaft or other revolving member driven bysuch shaft.

The valve casing 14 is chambered to form a water jacket, and on one faceis a long boss 18 adapted to receive an exhaust manifold, not shown, andon the opposite face are two elongated bosses 19 and 20 adapted toreceive a fuel gas manifold, not shown, arranged to conduct fuel gasfrom a carburetor to the interior of the valve casing] Each cylinderhead has a single cylinder port, marked 21, 22, 23 and 24 respectivelyfor the four/cylinders, communicating between the interiors of thecylinders and the interior of the valve casing.

Gas for the pair of cylinders 10 and 11 is received through a long port25 in the boss 19, andfor the pair of cylinders 12 and 13 through asimilar port 26 in the boss 20, and is distributed to the cylinder and16, and the exhaust is led from the several cylinder ports to passages27, 28, 29 and 30 in the boss 18 through pockets and channels on theexterior of the same valve portions.

Each valve portion is closed at its ends and has three inlet portsextending from;

the interior to the exterior, for each of its cylinder ports andcircumferentially in line with .the latter so as to be presentedsuccessively thereto. The three inlet ports for the cylinder 10 aremarked 31, 32 and 33, see Figures 2, 3, 4, 5 and 6, and are spacedcircumferentially at angles of 120 so that when one is presented to thelong port 25 for cylinder 10 are marked 34:, 35 and 36. The spent gasesfrom the cylinders escape through the same cylinder ports to thepockets, each formed in the valve portion and open on the exteriorthereof. At one end the pockets register with the cylinder ports and atthe other with exhaust ports 37, 38, 39 and 4-0, shown in dotted linesin Figure 1; the pockets extend longitudi nally of and partly around thevalve peripherally to permit the exhaust ports to be located near eachother.

The pockets are placed between the inlet ports 31, 82 and 33 at an angleof 120 to each other and form swells of flattened circular section onthe interior of the valve as shown.

In Figures 2 and 3 all the exhaust pockets are closed but in Figure 6the pocket 34: is in register with the cylinder port 21 at one end andwith the exhaust port 37 at the other.

The rate of rotation of the valve is such that the entire cycle ofsuction, compression, explosion, and exhaust takes place three times ineach cylinder for each complete revolution of the valve, and the seriesof inlet ports and exhaust pockets are so an ranged that the stages ofthe cycles follow in proper sequence in all four cylinders,

that is, when cylinder 10 is in the suction stage, cylinder 11 iscompressing, cylinder 12 is exhausting, and in cylinder 13 power isbeing exerted on the piston ,fOlloWing an explosion.

It will be noted that the cool gas entering through the inlet port 81and passing to the cylinder port 21 through the inlet port 32 finds thelast-heated exhaust pocket 35 directly in its path and thus bathes thehot pocket in the current of incoming gas in the traverse of the lattertransversely of the valve, and that the path of the current, except asdeflected by the exhaust pockets, is direct from the long intake port,25 to the cylinder port 21, and, further, that this path is exactly thesame for each intake or suction stage for each cylinder so that completeuniformity of cooling is maintained throughout the valve under all cond'tions when the motor is running, a comp nent of the highest importancein the successful operation of a rotary valve.

The same deflection of the gas caused by contact with the hot exhaustpocket, and desired cooling of the latter, may be attained byconstructing the valve with five or other odd number of inlet portsequally spaced circumferentially with ,a cor-responding number ofexhaust pockets similarly spaced, instead of the three shown anddescribed, thus, effecting a further reduction in the rate of revolutionof the valve.

Importance is attached to the fact that the three exhaust pockets are sodisposed relatively tothe inlets for the 0001 gas that as the gas entersthe interior of the valve it finds the curved, face of the last heatedexhaust pocket directly in its path and impinges thereagainst, the pathof the current being unobstructed except by its de fiection by thewallet the pocket. By this means the heating and cooling ismoreuniformly effected and each of the exhaustv pockets is bathed more orless by the in coming cool gas. '4

I claim:

1. In an internal combustion. engine, a] cylinder having a cylinderport, a rotatable hollow cylindrical valve having inlet ports;

leading from the exterior to and co'minuni eating with the interiorthereof and circuin'ferentially alined with said cylinder port, exhaustpockets between said" inlet ports circumferentially of said valve, saidinlet ports arranged to receive fuel gas, andthe exhaust pockets sodisposed with rela tifon to said'ports that the incoming 0001 gas willimpact against the wall of the lastheated pocket and be deflected in itspassage to the cylinder port;

2. In an internal combustion engine, a cylinder having a cylinder port,a rotatable hollow cylindrical valve having therein inlet ports arrangedat angles of substantially 120, and exhaust pockets intermediate saidports and disposed at angles ofsubstantially 120", with the wall of eachpocket in alinement with one of said inlet ports, the outlet ports ofsaid exhaust pockets 'being likewise arranged at substantially 120" withrelation to each other, said inlet ports arranged to receive cool fuelgas andthe disposition of the walls of the pocket'being such that theincoming gas will impinge first against the wall of the last-heatedpocket and then fiow'through the said cylinder port into the cylinder,whereby the exhaust pockets are bathed by the cool gas and uniform heatmaintained,

In testimony that I claim the invention above set forth I afiix mysignature.

THEODORE KLOMAN;

